Brake-rigging for articulated trucks.



T. L. BURTON & H. A. WAHLERT.

.BRAKE HIGGINS FOR ARTICULATED TRUCKS.

2 SHEETS-SHEET I.

Patented July 9, 1918.

APPLICATION FILED NOV. 15 I916.

T. L. BURTON 6. H. A. WAHLERT. BRAKE meemc FOR ARTJCULATED TRUCKS.

APPLICATION HLED NOV. 15. I916.

Patentedv July 9, 1918.

2 SHEETS-SHEET 2.

UN ED STATES PATENT OFFICE.

L. BURTON AND HENRY A. WAHLEBT, 0! ST. LOUIS, MISSOURI, ASSIGNOBB TO m AMERICAN BRAKE COMPANY, 0! 8'1. LOUIS, MISSOURI, AGORPOBATION OF IISBOUBI.

BBAKE -BIGGING FOB ABTIGULA'IED TRUCKS.

Specification of Letters Patent.

To all whom it may concern:

Be it known that we, THOMAS L. BURTON and HENRY A. Wauwnr, both citizens of the United States, and residents of St. Louis, in the State of Missouri, have invented a new and useful Improvement in Brake'Bigging for Articulated Trucks, of which improvement the following is a specification. I t invention relates to foundation brake rigging for railway trucks, and more articular y towhat are known as articus ated trucks-in which the members are more or less flexiblyconnected to ether in order to eliminate rigidit and a'ow the truck to accommodateitse fto changes orirregularities in the-surface or alinement of the The rincipal object of our invention is to provide between the flexible members of the truck, means for 'resistin and transstresses from the bra e lever ful-' crums without in any waypreventing the fme articulated movement of the various truck members, or to sub'ect any truck memher to from the rake riggin tending to rupture said members. onin uce a displacement or heating; of the journalsduring such times as the akes are applied.

and 'rods oft e-bra e rigg ng.

In the accompanying drawings ;F1 1 is a side elevation of the foun at on rake design applied to ash: wheeled truckfand embodying ourimpirovement; Fi 2, a half plain of the same ig. 3, an en elevation; ig. 4," a transverse section taken on the 'line 4-4 of Fig. 2; and El 5, an end ele-v vation at the opposite end 0 the truck.

We have shown our improvement applied in. oonnectionwith a clasp type ofjbralre rigging for sin wheeled trucks and having" 12 v v i a two sets of brakerods and truck levers, one set at eachiside of the loti line of thetruok. This .5." prises the brake beamsf,,B, B, B, B, B"

and B, connected to the respective brake shoes, and having ivotal connections with the respective lovers, 1, 2,. B, 4, 5

a of the articulated udinill center and 6, the brake beams and shoes being thus applied to both sides of each pair of wheels. The truck levers of the respective pairs are connected together by the tie rods 16, 7 and 8, while the ad acent truck levers, 2 and '3, are connected at their upper ends h pull rods, 9, and levers, 4 and 5, by p rods, 10. This makes a tandem arrangement in which all the truck levers are live levers except the last truck levers, which are dead levers, having substantially fixed fulcrums.

In the construction of articulated truck frames, 'd transverse frame members are elimina ,and consequently it is necessary to provides. bracket member, 11, at the end of the truck frame and extending around the end wheel for suIpporting the fulcrum of the dead lever, 6. 11 order to prevent any tendency to-tw'ist or displace any of the parts of the truck frame us to the reaction from the braking stresses, means are provided, such as the strut or brace, 12, for transmitting these reaction stresses in the plane of the brake lever system to the transversetruck bolster or transom, 13, and there Yb relieve the bracket and end member of e truck frame from bending strains durbrake applications.

in t ed -is shown in the drawings"; the strut, 12,

is in the form of a fulcrumzfr Whlch is bifurcated, with one arm on one side of the truck lever, 6, and pivotally connected at r one end to the bracket, 11 ,and at the other end to the bolster, 13, thereby allowing for the free vertical movement of the bolster 'betweenits guides, The pivot at one end,

such as the bracket, is also provided with a slot, 14', to allow for a limited longitudinal movement of the fulcrum; bar gtfi'ling the swingin or spri movement o e parts i g frame, andthedead truck lever 6, is iivotally supported on the bar,

ooordin to aiiother feature of our construction, t e pull rods, 9 and 10, are supported and guided bgemeans of brackets, 14,

mounted on a mom r of the truck frame between adjacent wheels and extending in: ward ardt e e r line and into the Patented July a, 1918,

' verse truck mem plane of the truck lever system, at which point the bracket, 14, is bent around the pull rod, as shown in Fig. 4.

The live truck lever, 1, for the first air of wheels at theinside end of the true is preferably located on the same side of the axle as the level, 2, the coupling rod or bar, 16, between these levers being very short and provided with an extension, 16, projecting forward through a guide bracket, 15, mounted on the end of the truck frame. This location of the lever, 1, necessitates the use of the rod, 19, pivotall connected to the bottom of the lever, an to the brake beam, B The upper end of the'truck levers, 1, are connected (by pull rods, 17, with the cross equalizer 18, which may be actuated by the brake c linder pressure through a suitable pull rod connection, as will be readily understood. By means of this arran ement, the connection to the truck levers is rought nearer to the center of the truck, which is an advantage, and the truck lever system will'be properly supported and guided.

It will now be seen that we have provided a brake rigging for articulated trucks, which furnishes substantially a fixed fulcrum for the dead truck lever, while it also allows the truck members to erform all of their functions without inter erence or distortion due to the braking stresses, since it comprises a floating arrangement offulcrum bar that brings the direct stresses 1n brake applications upon the bolster or transom into a direct line with the force acting through the brake levers.

Having now described our invention, what we claim as new and desire to secure by Letters Patent is: I

1. In a brake ri ging for railway trucks, the combination 0 a dead truck lever having a fulcrum, a bracket for supporting the same and a strut pivotally connected to said bracket and extending to a transverse truck member for transmittin the reaction from said fulcrum to the true frame.

2. In a brake rigging for railway trucks, the combination of a dead truck lever located at theinside of the wheels, a bracketattached to the truck frame outside of the truck wheels and extending to the plane of thetruck lever for supporting the same, and a strut connectin said bracket with a transer at the opposite side of the axle.

a 3. In a brake ri ging for railway trucks, the combination 0 two sets of truck levers, one at each side and inside of the truck wheels, brackets attached to the truck frame outside of the wheels for supportin the' fulcrums of the dead truck levers, and ifurcated struts connecting said brackets with a transverse truck bolster.

4. In a brake rigging for railway trucks,

the combination of a dead truck lever lo cated at the inside of the wheels, a bracket attached to the,truck frame outside of the truck wheels and extending to the plane of the truck lever for supporting thesame, and a fulcrum bar pivotally attached tosaid bracket and to a transverse truck member at the opposite side of the axle, the dead lever being fulcrumed on said bar.

5. In a brake ri ging for railway trucks, the combination 0 two sets of truck levers, one at each side and inside of the truck wheels, pull rods. connecting the upper ends of adjacent truck levers, and brackets at tached to the truck frame outside of the whieels for supporting and guiding said pull ro s.

6. In a brake ri in for railwa trucks the combination ogirafir y both sides of each air of wheels, a truck lever for each beam, thetwo truck levers for the first pair of wheels being located at the inner side of the axle, a coupling rod pivotally connected to the said two truck levers, and having an extension at the other side of the axle, and a bracket attached to the truck frame for supporting and guiding said extension. v a

In a brake arrangement for car trucks, a plurality of brake beams, a plurality of brake levers therefor, and a plurality of lever actuating members, one of said levers being pivoted to a relatively fixed ortion of t e truck, the pivot point there or embodyin a load receiving strut extending between t e said lever and a fixed portion of the truck and adapted to receive the brake lever reaction load and a lever-spacing bracket secured to a relatively fixed portion of the truck and extending therefrom to the pivot end of the said strut, said bracket belng adapted to support the said lever and strut and being formed in such manner as to prevent the delivery thereto of brake lever reaction loads. 1

8. In a brake arrangement for car trucks, a pair of brake levers, a air of brake beams one of which is attache to the correspond ing extremities of each of said levers, a lever-connecting member extending between the two levers and attached thereto between their extremities, a lever-actuating member attached to the other extremity of one of said levers, the correspondin extremity of the second lever being pivote at a dea point, a truck bolster, a strut extending from said bolster to the dead point of the said lever and forming the dead pivot point therefor said strut passin adjacent the first of said evers but out of t e path thereof and said strut being adapted to receive the brake reaction load and transmit the same to the said bolster.

9, In car truck brakes,a dead and a live e beams applied to brake lever disposed one ahead of the other said live lever but out of the plane of travel and lying in substantially acommon pllane, thereof. means for actuating the said live ever, In testimony whereof we have hereunto set 10 means extending therefrom for actuating the our hands.

5 said dead lever, and a fulcrum for said dead lever extending to a relatively-fixed portion THOMAS L. BURTON. of the truck, said fulcrum passing by the HENRY A. WAHLERT. 

